Cbank-shait bkardtg



L. L. SNYDER.

CRANK SHAFT BEARING. APPLICATIQN mu) MAY 11 @1 3,

1,355,706. Patented Oct. 12, 1920.

j/ve// 60 1/ 1 slgtiel' UNITED STATES PATENT OFFICE. v

LEON In SNYDER, O! (EDI-FAX, WISGOZNSIIT- cam-Sm IBEARHIG.

Specification of Letters Patent.

Application me'uny IT, 1919. sum Ho. semen To all whom it may concern Be it known um I, LEON L, Smnn, no zen of the United States, at Colfax,v

in the county of Dunn and State of Wisconli sin, have invented certain new and useful Improvements in Crank-Shaft Bearings, of which thefollowing'is a specification.

This invention relates to an im rovcd crank shaft bearing for internel'com 'ustion engines and' more particularly to a novel bearing for engines of the :Ford e.

As is: well known, in the F0 of motor the fly wheel is boltedto the flange at therearend of the crank shaft endthe map;-

the fly wheel while the stationary megneto coils are carried by a plate connected to the rear end of theengine block. Consequently, as will be clear, end ploy in the crank shaft ally of saidshefttoword endxawey from the magneto coils, causing faulty ignition.

Furthermore, end play of the crank shaft tends to produce an undue strain at the i wrist pin bearings of-the connecting rods "so that hearings wear prematurely with resultent loo'eeness; Unlike other motors, actuation of the clutch pedal in a motor'ofthe Fordtype for throwing inthe 80 low 'speed, nets to: exert a direct rearward.

to a minimum, theinvention has as. still further object to rovide' a hearing of such conzlzructiorrv at the crank shaft bearings of s,

engineeelreedyini use moy'bejreedily modified in'e'ceordence with' the inven'tionu- Other ,and incidental ohjects appear hereinafter. In the drewmgs-= Figure 1 is e iregmenta'; s'ectionalvlew showing an engine of: 't 0 Ford type equipped with iny improved crank shaft nets of the magneto are in tumbolted to) will result in movement ofthe magnets exiend weer'upon thebearing will be reduced- Fjg. 2 is a. fragmentary plan view of a typical one of the bearings, the bearing cup being reamoved, and i 1 is a. perspective viewshowin the beuriiig cap in detail. v Reierrin now more particularly to the drawings, hove shown my improved bearmg in connection with an engine block 10 of the Ford e. Rotetable upon this block is the cran shaft 11 provided with a front journul 12, eninterme'dinte journal 13, and oireer ournal 14:. At the rear end of the front journal is a. flange 15 whileet the forward endof said journal is one cf the timing gears 16 which, for the p see of the present inventlo may be cons'i ered as .a flange. Flanges 1 are arranged at opposite ends of thejournel18. The journal 14 is provided etits forward end with a flange IB-end at its rear end with a somewhet-larger flange 19Lto which the engine 'fly wheel is bolted. As is well known, the

engine block is, in ordinary practice, formed with eiront intermediate and rear bearing;

through which the journals of the crank shaft ere respectively received and in the drawings I heveshown all of these hearings constructed in accordance with the present invention. However, it should be observed that in practical use, it may be found necessory, in orderto accomplish the desired objects, to provide an engine with only one or possibly two of my improved hearings to be used ill-conjunction with the spirit of the present invention, I having shown all of the hearings of an engine constructed in accordance with the invention merely tohring outnthat an engine may have all of its bearings so constructed as well as that the bearing of the present invention may be used as a front, intermedist-e or rear heering for the engine crank shaft. Since all of the bearings ere identical, only one will be described .m detail, the rear being chosen. owevenreference numerals applied to the parts of this bearing will be used upon corresponding ports of the front and intermediate bearll eferring especially to Figs. 2 and B of the drawings, it will Be seen that I employ a *helfbearing flfiintegrall with the eng ne Patented Oct. 12, 1920.

' the remaining-comventioncl bearings of the engine. Such an arrangement would, therefore fell within of the half bearing andbearin each formed of matin block. Mating with this half bearing is a bearing cap 21 euga 'ng beneath the crank shaft and cdjustahl y connected with the half hearing by infirm? devices 22 at onposite sides of the cap. he cap is shown in detail in Fig. 3. The half bearing 20 and cap 21 are formed somewhat shorter than in ordinary practice to accommodate annular face plates 28 between the ends of the half bearing cap and the flanges -18 and 19. As suggested in F ig. 3, each of the plates 23 is formed of mating semi-circular sections. The upper sections of the plates are each adjustably secured to the ends of the half beari 20 by a plurality of machine-screws 24 wl ifie the lower sections of'the lates are each similarly secured to the en of the bearing cap by a plurality ofmachine screws 25. The heads of all of these screws are, of course, countersunk in the outer faces of the plates.

When first applied the face plates are of a thickness to fill the space between the ends cap and the flanges 1B and 19 of the crank shaft so that the tape plates will thuscoact with said flanges for supporting'the crank shaft st axial movement. However, since i: e face plates will inevitably wear away, annular shims 26 :are provided. These shims, like the face plates,- are preferably v semi-circular sec tions which are fitted eneath the sections of the face plates to be held hythe fastening devices 24cm 25. Thus, the upper sections of the shims will hour between the u per sections of the face plates and the en of the half bearing 20 while the lower sections of the shims will bear between the lower sections of the face plates and the ends of the hearing cap 21. Consequently,

he effective length of the half bearing and 'fi hearing cap will be accordingly increased to take up wear i-ntheface plates so that the face plates will again properly-cometwith the 0 2 8 18 and 19-:of-the crank shaft for rigidly holding the shaft against axial movement. In this ccnnectionit will,

of ,course, he understood that when the shims are employed totake up wear in'eny one of the bearings similar shims will, in

any instance where morethan one of the improved bearings is cmployedghe used at the some time to take up the other bearings. Each ca 21 is preferably prorided with a spilubricating groove 27 which extends acrossthe inner faces of the -end dates 25 and adjacent shimagas indirate at 28. so .as to, permit uniform lubrication .-of the bearing.v

I accordingly-provides crank shaft hearing wherein end wear upon the hearing may be readily taken up as occasion may demand. However, in order to reduce the end wear pon thehearings toe minimum,

construction of an engine at the time of its original manufacture, but an one or all of the bearings of an engine H acly .in use may be easily modified in accordance with the invention by simply grinding down the ends of such hearing or bearin sufiiciently to receive the face plates 23. will -be apprecia'ted, the bearing is particularly aplicable to an engine of the Ford e. owever, I do not wish to belimited in t is regard since the hearing may well be found equally as advantageous-when used in connection with other es of engines.

Having thus desc edthe invention, what is claimed asnew is 1. The combination with an internal combustion engine having a crank shaft provided with a journal and spaced annular flanges at opposite ends of the journal, .of a semi-circular hearing and bearing cap arranged face to face and receiving the .-i.our-' nal of 'the crank shaft, semi-circular wear resisting face plates disposed at the. ends of said heating and'bearing cap, semicircular shims interposed between theends of said hearing, and bearing cap and the adjacent face-plates, and spaced fastening devices ex tending through said face plates and shims and into the hearing and bear-ins cap and having heads disposed substantially flush with the outer sides-of said-face kplates and heldv from displacement by the annular flanges on the crank shaft. -j.

2. The combination with an internal combustion engine having a crank shaft provided with journals .and spaced annular anges at the endsof the journals, of semicircular bearings and. hearing-caps receiv- ,.ing-the journals of said shaft, 8oml+ ircnlar wear resisting face platessecured to, I-the ends of said hearings and heal-iii}: caps,-

jaoent shims and. face plates-end communithe outer sides of .said

eating with plates. and spaced fasteningdezriees extending through said face plates. shuns and hearings and hearing caps'endhayingheede disposed substantially flush with the. outer sides of said face plates andheldfrom displacement .hy 'theaannulerqfianges on the ,crank; shaft.

3. In an 'internal comhustion engine, a

crankshaft hawing a iournal and presided ugithsplaced annular flanges at opposite ends journal, a hearing recei. the journal and formed of detachahly-nnited oniormlng to and disposed nds of the sec-t1 of substzintially of the bearing,

ending through ons of the the same contour as and fastening devices the face plates and sh at the opposite bearing, shims the IDS

and into the sectionsof the bearing said fastening devlces being provided with heads 10 countersunk in the outer sides of the face plates and held 'from accidental displeeement by engagement with the annular flanges on the crank shaft.

In testimony whereof I afiix LEON L.

111 Si naturejgg 

